Damage Tolerance Analysis of A Fuselage Stiffened Panel With A Broken Frame

Volume 2, Issue 6, June 2017 International Journal of Innovative Science and Research Technology
ISSN No: - 2456 2165
Damage Tolerance analysis of a Fuselage Stiffened

Panel with a Broken Frame
2
1
Hemanth.Kumar.G Praveen D N
M. Tech Student,Department of Mechanical Assistant Professor, Department of Mechanical
Engineering,Akshaya institute of Technology, Tumakuru, Engineering Akshaya institute of Technology, Tumakuru,
Karnataka Karnataka
Email:hemanth007.1996@gmail.com Email:praveensuma06@gmail.com
3
Lohitesh Jaga Kumar
Assistant Professor,
Department of Mechanical Engineering Akshaya institute of Technology,
Tumakuru, Karnataka
Email:lohiteshjk@gmail.com
Abstract-Damage tolerance design philosophy is followed in acceptable service life and can be manufactured at an afford
the airframe design to achieve the minimum weight of the able price. The structure of an aircraft is a highly complex one,
structure without compromising on the safety of the which mainly consists of wings, fuselage and tail. The aircraft
structure. This philosophy includes fail-safe design of the fuselage mainly composed of stressed skins, longitudinal
structure. Fuselage structure of the aircraft is made up of stringers and frames. The structural efficiency of an aircraft
stressed skin, longitudinal longenors, and circumferential . results in light weight and high operating stresses. As an
The most common cause of structural failures is fatigue under efficient structure aircraft must have three attributes primarily,
service loading. Fatigue c racks can initiate and propagate to one is its ability to perform the intended function, second
critic al dimensions leading to a catastrophic failure of the air
adequate service life and third the capability of being
frame. The current airframe design concepts permit a fatigue
crack to initiate from a manufacturing flaw early in service life produced at reasonable cost.. In spite of all the precautions
and propagate. But it should not lead to a catastrophic fail u re of taken during design and manufacturing of the air craft c racks
the aircraft.The current investigation includes the evaluation of a will appear in several components of air craft which are
fusel age-stiffened panel for its damage tolerance capability with subjected to high operational stressed. The cracks which are
one of its frames in the broken condition. The cracking location is created by the high operational stresses will reduce the
idealized as a flat stiffened panel with a skin crack subjected to stiffness of the structure which results in the reduction in the
uniaxial tensile loading analysis will be carried out with a frame load carrying capacity of the structure.These fluctuating loads
broken condition. A Finite element analysis approach will be cause fatigue in the fuselage which manifests in the form of a
followed in this investigation. Geometrical dimensions
crack which propagates. The cracks are originated from the
representative of actual aircraft in service will be considered. The
material used for the stiffened panel will be taken as 2024-T3 critical locations of the fuselage panel. In this study the effect
aluminum alloy.A panelstrength diagram will be derived from of crack in a fuselage is studied in the presents of internal
the stress analysis of this cracked stiffened panel with an frame pressure. The aircraft fuselage mainly consists of skin made
broken conditionIn this analysis only the frame is considered in by thin cylindrical shells, circular frames and axial stringers
the design of the fuselage and analysis is done considering only connected by rivets.
this conditions with a broken frame.
II. COMPONENTS OF AIRCRAFT STRUCTURE
Key words: Stiffened panel, Stress intensity factor, Fatigue crack,
A. Fuselage
Finite element analysis, Fail-safety, Catastrophic failure.
I. INTRODUCTION The fuselage, or body of the air plane, is a lengthy hollow tube
like structure, to which all the members of the air craft, is
Aircraft Structure also known as aircraft frame is a good assembled too. The fusel age is designed as a hallow member
example for an efficient structural design which is a result of so that the w eight of the air craft structure as compared to the
light weight which is subjected to high operational stresses. other members and also to the crew, passengers and cargo are
Most effective Air craft frame should have three main placed inside this hallowed structure. The design of the fusel
features, specially the structure should have flexibility to age is made according the application of the aircraft. An airbus
perform in the conditions it is designed for, it should give and cargo liner aero planes encompasses a wider body to hold
IJISRT17JU98 www.ijisrt.com 105

ISSN No: - 2456 2165
the most variety of passengers and the cargo. The pilots cabin fixed at regular intervals along the length. The fusel age skin
is an secured cockpit which is fixed at the front of the fusel carries the shear stresses created by torques and transverse
age. Then the Passengers and shipment or cargo compartment forces, hooped stresses created by internal pressures.
are fixed at rear of the air craft and the wings of the air craft
holds the fuel , wings also produces a lift which is required III. METHODOLOGY
during flight.The design of fusel age which is an efficient
circular cross-section helps to maintain the internal pressure The finite element method is a numerical technique for solving
within the air craft. The fusel age is a thin shell structured engineering problems. It is most powerful analysis tool used to
which is supported by Longerons and stringers and is solve simple to complicated problems.
supported by many bulk heads which is a transverse frames
Figure 1: Steps in Finite Element Analysis
The pre-processing stage involves the preparation of nodal co-

ordinates & its connectivity, meshing the model, load & IV .Geometrical and Finite Element Modeling Of
boundary conditions and material information for finite Stiffened Panel
element models carried in MSCAs shown in above process
A. Geometrical Modeling
chart firstly the geometric modeling has to be done by using
cad software. In the Pre-processing step the Finite Element Fuselage is having radius of 200.0 mm and length of the
Model made up in MSC-NASTRAN, it has been done by fusel age is 45-00 mm. The stiffened panel is a cut of the
meshing, load, boundary condition and properties. In the fuselage structure. The stiffened panel represents the
processing stagethe following tasks are performed like generic in fuselage structure. The stiffened panel
modification and solution of equations resulting in the dimensions are 200-0 mm in the longitudinal direction and
evaluation of nodal variables ,stiffness generation , run in 29.00 mm in transverse direction. The thickness of the
MSC- NASTRAN. The results representations is generally is stiffened panel skin is 1.6 mm. The stiffened pan el has five
done in the post process in g stage, in which we basically read
the results the deformed con figurations, elemental stress e s
and forces etc.

ISSN No: - 2456 2165
bulk heads with 50.8 mm spacing. The distance between initiate, element size of 0.5 is maintained at the crack tip, and
two bulk heads is called as one bay, so that the stiffened core mesh element size is maintained at 8.33 the stiffened
panel having five bays. Length of the bulkhead is 290.0 panel is meshed by element containing four nodes known as
mm. quad element.
Table 2. Element model details
Parts of the Types of No. of Aspect

stiffened Elements Elements Ratio<5
panel
Skin QUAD 4 220948 1
Frames QUAD 4 6400 1.2
Rivet Beam 330
Figure 2: CAD model of the stiffened panel
B. Material Specification
Mechanical properties of the skin, stiffening members and

rivets are required for finite element models. There is little
information on the material properties of skin, stiffening
members, and rivet material in the literature. Aluminium
2024-T3 is used for components fusel age and rivet. Table 1
describes few material properties used for analysis
Table 1. Material properties used for the analysis[2]
Property Aluminium 2024-T3
Density 2.77g/cm3
Youngs modulus 70Gpa
Ultimate tensile Strength 483Mpa
Tensile yield strength 362Mpa

Figure 3: Finite Element Modeling of the stiffened panel
Poissons ratio 0.33
D. Load case: Internal cabin pressurization
Fracture Toughness 90.8 MPa m
Circumferential Stress (Hoop Stress):-
Tensile forces acting in the circumferential direction is

C. Finite element modeling equivalent to tensile stress ie Hoop stress developed in
circumferential direction .
Four noded shell elements are used in the meshing of stiffened
panel. S kin of the Stiffened panel is meshed by shell elements P=Cabined differential pressured = 10 psi = 0.007
with aspect ratio unity. A frame of the stiffened panel is kgs/mm2
meshed by shell elements of four number of nodes. Fine mesh
is performed at the centreo f the skin where the crack will r = fusel age radius = 2000 mm.

ISSN No: - 2456 2165
t= Stiffened plate thickness = 1.6 mm The tensile load is got due to the hoop stress developed in the
model acting on the corresponding cross sectional This tensile
The hoop stress = pr/t stress is uniformly distributed over the cross section.
Uniformly distributed tensile load is applied on the stiffened
= 0.0072000/1.6 panel in longitudinal direction .this uniformly distributed load
is applied on edges of skin and Frame in the longitudinal
The hoop stress= 8.75 kg/mm2 direction. At other end, all the edge nodes of stiffened panel
and the frame are constrained in all six degree of freedom
As the skin was represented by 2-D finite element, the force
(three translations and three rotations) Initially the
per unit length of
dametolerance analysis will be carried out for a panel with no
stiffened panel replicates the force on stiffened panel due to failure of the frame normal to the crack line.the frame will be
hoop stress. broken at centre of the stiffen panel where crack is intiated
Force on skin due to hoop stress = (Hoop stress x Area of V. MVCCI METHOD
cross section)
Modified Virtual Crack Closure Integral (MVCCI) method
= (8.752866.6711.6) is used to determine
= 40,133.394 kg stress intensity factor for different crack lengths in the

stiffened panel. MVCCI method is based on the energy
In the Linear Static Stress Analysis of the stiffened panel, balance
the internal pressured is

= /
Acting tensile in nature. The circumferential hoop stresses 2
and the longitudinal stresses developed in the fusel age
(cylindrical Shelled Structure) are equal to t ensile stresses Where F is forces at the crack tip, u is crack opening
of the stiffened paneled. The tensile load can be calculated
by using the hoop stress developed in the stiffened panel. displacement (COD), t isthickness of the skin and ais
elemental edge length near the crack tip.
Calculation of SIF for Stiffened Panel with broken of the

frame
1) For crack length 50 mm
= ( )/(2 )/
= (75.295170.03099) / (20.51.6)
=1.477923N/mm
=1.477923 7000
=36.61 kg/mm2mm
=32.53092 (Mpa m)
The above calculation is carried for different crack length

Figure 4: deformation of stiffened panel considering a known load. The stress intensity factor value is
calculated by using MVCCI method for the stiffened panel.
The stress intensity factor is tabulated in steps of 50 mm crack
E. Stiffened Panel with broken of the frame
length shown in Table 3.
In the stiffened panel the hoop stress will be acting in a tensile

stress pattern across the cross section of the stiffened panel.

ISSN No: - 2456 2165
Table 3: SIF of Stiffened Panel was considered for the current problem. Initiation of the crack
in the stiffened panel was studied for uniaxial loading with no
crack COD Crack Energy MVCC failure of the frame and broken frame. The stress intensity
length V in tip release SIF, factor value was calculated for the stiffened panel with
mm Force rate in Mpam different crack lengths.
F, in N N/mm
G A. Behaviour of crack in the stiffened panel with broken frame
50 0.03099 75.295 1.477923 32.53092
100 0.03846 95.436 2.170415 38.08079 For stiffened panel under uniaxial stress field the SIF was
150 0.04330 105.22 2.97484 44.97619 calculated for different crack lengths. The graph was plotted
200 0.04726 116.90 3.524142 46.99396 for SIF vs different crack lengths shown in Fig.6. It is
250 0.05080 123.54 3.855043 52.58059 observed that, SIF increases progressively with increase in the
300 0.05409 133.57 4.582065 53.90979 crack length. Whenever the crack comes nearer to the frames,
the value of SIF keeps decreasing. It found that, the value of
350 0.05719 141.16 5.110205 57.05484
SIF 11.35137m at crack length of 5 mm and increases to
400 0.06015 145.41 5.642527 62.0611
80.9102 MPam as crack approaches to 900 mm and then
450 0.06300 155.36 6.178212 64.94383
decreases to 69.44309 MPam at near frame location. From
500 0.0657 160.04 6.716317 65.71429 the graph it is indicated that SIF value reduces as crack
550 0.0683 166.45 7.253763 68.37101 reaches the frame.
600 0.0708 172.55 7.785145 72.9013
650 0.0732 178.31 8.103838 73.2881
700 0.075 183.60 8.796185 75.4848 WITH BROKEN FRAME
750 0.0772 188.29 9.243643 77.42786 100
STRESS INTENSITY FACTOR
800 0.0788 194.03 9.609415 78.98114
80
850 0.0797 192.24 9.629238 81.9003
900 0.0797 193.32 9.63162 82.9102 60
950 0.0783 190.89 9.29736 78.50851
990 0.0685 168.43 7.268637 68.44309 40 With broken
frame
20
As shown in table it is observed that, variation of SIF is a 0
function of crack length. As crack length increases the SIF 0 500 1000 1500
also increases but when crack comes near to the Frame SIF CRACK LENGTH
decreases. For crack length 940mm the corresponding SIF is
80.9102/m and for crack length 990 mm the corresponding
Figure 6: Crack length Vs SIF With broken frame
SIF is 69.44309Mpa/m.
VII. CONCLUSION
The current investigation includes the evaluation of a fusel

age-stiffened panel for its damage tolerance capability with
one of its frames in the broken condition. The cracking
location is idealized as a flat stiffened panel with a skin crack
subjected to uniaxial tensile loadingthe material used for the
stiffened panel will be taken as 2024-T3 aluminum alloy.
Stressed intensity factor(SIF) were calculated for various
incremental c racks from 10 mm to 10 00 mm.The maximum .
value of stress intensity factor broken frame analysis is

80.9MPa mm at a c racking length of 90 0 mm, the Stressed .
Figure 5: deformation of stiffened panel with broken frame intensity factor(SIF) to reduce as C rack length goes near the
frame locationThe maximum value of stress intensity factor
VI. RESULTS AND DISCUSSION 80.9 MPam for a broken frame in the Sif is much less than
the Fracture toughness of Al .This indicates that fusel age is
The linear static stress analysis of the stiffened panel was safe for internal Pressurization of 10 psi and the design is safe.
carried out. Internal pressurization was considered as a load
case for the project. A differential internal pressure of 10 psi

ISSN No: - 2456 2165
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[2]. Pir M. Toor, On Damage Tolerance Design of Fuselage
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[3]. Elber, and Wolf, The Significance of Fatigue Crack
Closure, Damage Tolerance in Aircraft Structures,
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[7]. Pamel closure, Engineering Fracture Mechanics, pp.
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Volume 2, Issue 6, June 2017 International Journal of Innovative Science and Research Technology

ISSN No: - 2456 2165